Guiding magnet system and magnetic levitation vehicle equipped therewith

ABSTRACT

A guiding magnet system for a magnetic levitation vehicle is described. The guiding magnet system has a plurality of magnet arrangements ( 50, 51, 57 ) which each comprise a core ( 33 ) extending in the vehicle&#39;s longitudinal direction and have at least two winding levels (planes). In each winding plane an even number of windings ( 58, 60  or  59, 62 ) is provided. At one end of the magnet arrangements ( 50, 51, 57 ) two windings (e.g.  58   a,    58   b ) each lying one behind the other but diagonally above each other and being connected in series, form a pair of windings linked to an assigned control circuit. At the other end of said magnet arrangement either also two such winding pairs or single winding pairs are provided which comprise two windings ( 60   a,    60   b  or  61   a,    61   b ) arranged one behind the other. Further, a magnetic levitation vehicle equipped with such a guiding magnet system is described (FIG.  10 ).

Guiding magnet systems of this type serve the purpose of keeping amagnetic levitation vehicle within the track gauge, particularly duringcurve rides, and to control the magnet arrangements by the aid ofcontrol circuits and gap sensors assigned to them in such a manner thata gap hereinafter designated as guiding gap between their magnet polesand a lateral guiding rail is always maintained at a pre-selected value,e.g. 10 mm. With prior art guiding magnet systems, two groups of threeguiding magnets each arranged in series and one braking magnet eachlocated between these two groups are provided per vehicle or vehiclesection in the longitudinal direction of the vehicle to serve thispurpose. Each guiding magnet is formed by a magnet arrangement which hasa core extending in the vehicle's longitudinal direction and two windinglevels in which three windings each and gap sensors assigned to them arearranged behind each other. The six windings and a corresponding numberof gap sensors in each magnet arrangement are so connected in series inpairs each and so connected to the control circuits that a far-reachingredundancy is obtained. This means that the two windings lying one aboveeach other at those ends of a magnet arrangement which border a zonefree from guiding magnets, i.e. which for example border a gap formed bya braking magnet or the front or rear end of the vehicle, are served bytwo different control circuits. At the same time, a redundant behaviorat those ends of the magnet arrangements that border another magnetarrangement is achieved in that in case of a failure of the windings orcontrol circuits located there the guiding function is taken over by theneighbored guiding magnet by feeding to the adjacent windings thereof acorrespondingly higher current. However, due to the existing asymmetry,rolling moments around the vehicle's longitudinal axis will occur.

Apart from the above, the described guiding magnet systems fail to besufficiently variable in various aspects. This relates both to therequirements with respect to redundancy in a given case and to thenumber of existing windings as well as the number of gap sensors to bemounted between them. Moreover, the length of existing windings and theweight of the guiding magnet system which is largely determined by itsferrous constituents on the whole fails to be the optimal.

The technical problem underlying this invention is to configure theguiding magnet system of the species designated hereinabove in such away that higher flexibility without losing redundancy can be obtainedwith regard to the design of individual guiding magnets and theirarrangement in a magnetic levitation vehicle, that the total weight ofthe guiding magnet arrangement can be reduced, and that rolling momentsare avoided.

The invention bears the advantage that every magnetic arrangement and,therefore, every guiding magnet can be configured as an intrinsicallyredundant unit, if required. This means that on failure of any windingof any guiding magnet or of any control circuit assigned thereto, thereis no need for a neighboring magnet to take charge of the guidingfunction of a defective winding. As an alternative, however, it is alsopossible to involve adjacent magnets as done hitherto to ensureredundancy, while reducing the total weight of each guiding magnetsystem substantially and configuring the arrangement in a way thatrolling moments cannot occur. Furthermore, a magnetic levitation vehiclecan be provided in which —despite a substantial reduction in weight ofthe magnet arrangement as compared with the prior art construction—ensures that additional load changes which would have to be taken-up bythe guideway will not occur during operation of the magnetic levitationvehicle.

Other advantageous features of the present invention become evident inthe sub-claims.

The invention is explained in greater detail as set forth below by meansof embodiments and based on the drawings enclosed hereto, wherein:

FIG. 1 schematically shows a partial section through a usual magneticlevitation vehicle in the area of a guideway provided with a longstator;

FIG. 2 shows a perspective view of a module of a magnetic levitationvehicle with two magnet arrangements for the carrying and guidingfunction, respectively;

FIG. 3 schematically shows a control circuit for the magnet arrangementsaccording to FIG. 2;

FIG. 4 schematically shows a partly cut, perspective view of thewindings of the magnet arrangement of a guiding magnet according thepresent invention;

FIG. 5 shows a magnified detail X of FIG. 4 in a section and inconjunction with a lateral guide rail not shown on FIG. 4;

FIGS. 6 and 7 schematically show the set-up and efficiency of a guidingmagnet system each according to the state of the art and according to afirst embodiment of the present invention:

FIG. 8 schematically shows a side view of part of a magnetic levitationvehicle equipped with a guiding magnet system according to FIG. 7.

FIG. 9 in a schematic view corresponding to FIG. 7 shows the set-up of asecond embodiment of the guiding magnet system according to the presentinvention, wherein a coil set each of a redundant half magnet shown inFIGS. 7 and 8 is placed into a magnet gap also provided in FIGS. 7 and8.

FIG. 10 schematically shows a side view of part of a magnetic levitationvehicle equipped with a guiding magnet system according to FIG. 9; and

FIGS. 11 and 12 in views corresponding to FIGS. 9 and 10 show anotherembodiment in the area of the transition between two sections of amagnetic levitation vehicle according to the present invention.

FIG. 1 schematically shows a cross-section through a magnetic levitationvehicle 1 which is conventionally movably mounted on a guidewayextending in longitudinal direction of a route, said guideway beingcomprised of beams (supports) 2 made of steel and/or concrete as well asguideway plates 3 mounted on it. The propulsion of the magneticlevitation vehicle 1 is effected by a long stator motor which iscomprised of stator packets 4 affixed underneath the guideway plates 3and arranged one behind the other in their longitudinal direction. Thestator packets 4 are comprised of alternatingly succeeding teeth andgrooves, only shown in FIG. 3, with windings being inserted therein thatare fed with three-phase current of a variable amplitude and frequency.The actual excitation field of the long stator motor is generated by atleast one first magnet arrangement acting as carrying (support) magnet 5which is affixed by at least one lateral support bracket 6 to saidmagnetic levitation vehicle 1 and which is comprised of magnet polesfacing the downwardly open grooves of the stator packets 4 as shown inFIG. 1. The carrying magnet 5 not only provides the excitation field,but also fulfils the function of carrying and levitation by maintaininga defined air gap 7 of e.g. 10 mm between said carrying magnet 5 andsaid stator packets 4 during operation of the magnetic levitationvehicle 1.

For the guidance of the magnetic levitation vehicle 1 the guidewayplates 3 comprise laterally affixed guide rails 8, which are faced by atleast a second magnet arrangement also mounted to the support brackets 6and acting as guiding magnet 9, said magnet arrangement serving formaintaining a guiding gap 7 a corresponding to gap 7 between itself andthe guiding rail 8 during operation of the vehicle.

As shown on FIG. 2, the carrying magnet 5 and the guiding magnet 9 eachform a module affixed to the support brackets 6, and each comprise amagnet arrangement 10 or 10 a , respectively, for the functions of“carrying” and “guiding”. However, it is obvious that a plurality ofsuch modules can be mounted at the magnetic levitation vehicle 1 inlateral arrangement side by side and one behind the other as viewed inthe direction of travel.

The magnet arrangement 10 for the “carrying” function is comprised ofmagnet poles 11 arranged one behind the other, whose windings 12 andcores 14 being schematically indicated in FIG. 2 for one of said magnetpoles 11 are electrically connected in series and usually surrounded bya corrosion protection in form of a cast resin layer or the like. Saidcores 14 of the individual magnet poles 11 are connected to each otherby pole backs not shown and affixed by pole plates and rods penetratingthrough these pole plates, also not shown, to a magnet back box 15 ofthe magnet arrangement 10. Engaging to this magnet back box 15 viaprimary springs are the support brackets 6 (FIG. 1) which are connectedwith a bend-proof understructure or suspension frame 16 being comprisedof longitudinal and transverse connectors and supporting a car body 17of said magnetic levitation vehicle 1 (FIG. 1) being equipped with apassenger cell.

The magnet arrangement 10 a correspondingly comprises magnet poles 11 abordering a common plane and being formed by cores and windings 12 aassigned thereto, which are indicated in FIG. 2 only schematically anddescribed in greater detail hereinafter.

Magnetic levitation vehicles 1 and their magnet arrangements aregenerally known to an expert, e.g. through printed publications U.S.Pat. No. 4,698,895, DE 39 28 277 A1, and PCT WO 97/30504 A1, which forsake of simplicity are made a part of the present disclosure byreference.

A control circuit 18 each according to FIG. 3 serves for controlling thewindings 12, 12 a of the magnet poles 11 and 11 a to maintain the gap 7and 7 a constant during the ride of the magnetic levitation vehicle 1.This control circuit comprises at least one gap sensor, or preferablyseveral gap sensors 19, 19 a (see also FIG. 2) which border the sameplane as the magnet poles 11, 11 a , and which measure the actual sizeof the gap 7, 7 a by inductive or capacitive means, and which serve asactual value transmitters for the control circuits 18.

The electrical signals transmitted by gap sensors 19, 19 a are passed tocontrollers 20 according to FIG. 3 and compared therein with nominalvalues fed by a line 21 and being fixedly preset. Thereof, thecontrollers 20 determine the difference or actuator signals foractuators 22 which in turn control the current through the windings 12,12 a in such a manner that the gaps 7, 7 a substantially take a constantsize and maintain it during the ride.

To supply control loops 18 with the required operating voltage, powersupply units 23 according to FIG. 3 are used which comprise batteries,linear generators, current collectors or the like provided in and/or atthe magnetic levitation vehicle 1 and which are connected via voltageconverters 24 to the controllers 20 and actuators 22 as well as to lines26 that are linked to the on-board net.

According to FIGS. 4 and 5, a magnet arrangement 31 of a guiding magnetas proposed in the present invention preferably contains a core 33extending in longitudinal or travelling direction of said magneticlevitation vehicle 1, said core 33 for example having an E-shapedcross-section and three shanks 33 a, 33 b, and 33 c, whose free frontfaces are lying in one plane that defines the guiding gap 7 a betweenthe magnetic arrangement 31 and the lateral guide rail 8. The websegments of core 33 which connect the shanks 33 a, 33 b, and 33 b, 33 crespectively are wrapped with windings 34 a and 34 b in two windingplanes arranged one above the other and also extending in thelongitudinal direction as shown in FIG. 4. In longitudinal direction,the magnet arrangement 31 comprises four cores 33 each located onebehind the other and, therefore, four windings 34 a 1 to 34 a 4 and 34 b1 to 34 b 4 located one behind the other in each winding level. Byanalogy to FIG. 3, these windings 34 are activated by control circuits18. For redundancy considerations, one gap sensor 19 a each which isonly shown in FIG. 2 is preferably assigned to each winding 34, whereinthese gap sensors 19 a expediently border the same plane as the shanks33 a to 33 c. It is clear that within the modules of FIG. 2 each magnetarrangement 10 a can be replaced with a magnet arrangement 31 accordingto this invention and having a corresponding length in the vehicle'slongitudinal direction. Moreover, the gap sensors 19 a that can bemounted as shown in FIG. 2 have been omitted in FIG. 4 for the sake ofsimplicity.

FIG. 6 gives a roughly schematic view of the control of the windingcurrents when the known magnet arrangement 10 a according to FIG. 2 andhaving three windings 12 a 1 to 12 a 6 each in two levels is used.Furthermore, FIG. 6 shows three magnet arrangements located one behindthe other in the longitudinal direction, each of which corresponding tothe magnet arrangement 10 a and belonging to a guiding magnet FM1, FM2and FM3. The windings are schematically shown as small boxes into whichRoman figures have been entered which designate the numbers of therespective control circuits. Gap sensors 19 a lying between the variouswindings are schematically delimitated by thick lines as shown in FIG.6. The Roman figures indicate that those windings to which the samefigure has been assigned are connected to each other in pairs and areconnected in series to the relevant control circuit 18. For guidingmagnet FM1 this means that the windings 12 a 4 and 12 a 2 are connectedin series and linked to a control circuit I, that the windings 12 a 1and 12 a 5 are connected in series and linked to a control circuit II,and that the windings 12 a 3, 12 a 6 are connected in series and linkedto a control circuit III as shown in FIG. 3. Moreover, each controlcircuit 18 also comprises two gap sensors 19 a each assigned to therelevant windings. A similar linkage is provided for the guiding magnetFM3. With the central guiding magnet FM2, on the contrary, the threewindings 12 a 1, 12 a 4 and 12 a 5 on the one hand and the threewindings 12 a 2, 12 a 3, and 12 a 6 on the other hand are connected inseries and linked to a control loop IV or V each.

A consequence of the arrangement according to FIG. 6 is that only thosewindings 12 a 1, 12 a 4 and 12 a 3, 12 a 6 which are provided at theouter ends of the two guiding magnets FM1 and FM3 are redundant. In caseof a failure of control circuit I or the pertinent windings 12 a 2and/or 12 a 4, therefore, the function of the windings 12 a 1 and 12 a 5lying there above or there under is maintained so that the controlcircuit II automatically ensures that the pertinent part of the guidinggap 7 a remains constant. At the inner ends of the guiding magnets FM1and FM3, on the contrary, redundancy does exist only to the extent ascase of a failure, e.g. a failure of control loop III (or VI) and/or thepertinent windings, the adjacent central guiding magnet FM2 with itscontrol circuits IV and V and the pertinent windings would have to takeover also the function of the guiding magnet FM1 and/or FM3 and/or viceversa.

With the inventive arrangement according to FIG. 7 (and/or FIGS. 4 and5), on the contrary, an even number of four windings 34 a 1 to 34 b 4 aswell as the pertinent control circuits 18 as shown in FIG. 3 areprovided in each winding plane. The control circuits are designated hereby numbers I to VIII. It follows therefrom, that both the guiding magnetFM1 and the guiding magnet FM3 are intrinsically redundant. For FM1 fourseries circuits with the windings 34 b 1, 34 a 2 or 34 a 1, 34 b 2 or 34a 3, 34 b 4 or 34 b 3 and 34 a 4, respectively, are provided, whereinthe control of the winding pairs is effected by a control circuit I toIV each and the associated pairs of gap sensors. If the windings 34 a 1,34 b 2 or 34 b 4, 34 a 3, respectively at the outer or inner end of theguiding magnet FM1 or the respective control circuits II or III fail towork, then this failure is compensated for by the pairs of windings 34 b1, 34 a 2 or 34 a 4, 34 b 3, respectively, as well as by the respectivecontrol circuits I or IV, so that the guiding function is fullymaintained. The same applies to the guiding magnet FM3.

Owing to the inventive distribution as described above of the windingsand control circuits, the central guiding magnet FM2 in FIG. 7 inprinciple is not needed any longer, because in case of a failure it neednot take-over any guiding function for the adjacent magnets FM1 and/orFM3 and because it would entail an excessive supply of guiding forceduring normal operation, provided that the guiding magnets FM1 and FM3are sufficiently rated. Therefore, according to the invention, it isproposed to omit the central guiding magnet FM2 entirely from theguiding magnet system shown in FIG. 7 and instead to provide for a gap36 which expediently has a length that corresponds to the length of themissing magnet arrangement 31. The gaps thus created are expedientlycovered by coverings 37, being shown in dashed lines in FIG. 7, beingfavourable with respect to flow and sound and being arranged between theguiding magnets FM1 and FM3. Besides, the gaps 36 are expedientlyprovided at those points of the magnetic levitation vehicle 1 whererequirements are the lowest, i.e. for example between the hinge pointsof the suspension frame 16 (FIG. 1).

FIG. 7 further shows that contrary to FIG. 6 there are two pairs ofwindings each at both ends of the magnet arrangements 31, said pairsbeing formed by two windings each (e.g. 34 b 1, 34 a 2 or 34 a 1, 34 b2) that are arranged immediately next to each other in the longitudinaldirection but diagonally above each other. Between these pairs ofwindings, there can be further pairs of windings, wherein for redundancyconsiderations preference is given to an even number of additional pairsof windings, which are intrinsically redundant at the ends like thepairs of windings.

Two advantages thus obtained from the inventive arrangement becomeevident when comparing FIG. 6 and FIG. 7. To begin with, FIG. 6 showsthat for example in case of a failure of control loop IV or V a rollingmoment around the vehicle's longitudinal axis might occur, because theremaining magnet poles provided with windings 12 a 2, 12 a 3 and 12 a 6or 12 a 1, 12 a 4 and 12 a 5 in the two winding levels areasymmetrically arranged. Conversely, with the arrangement of FIG. 7 suchasymmetry in case of a failure of any coil pair or the pertinent controlcircuit I to VIII does not occur. This is similarly true for theposition of the central point of force attack (=point of application offorce). For example, if the control circuit III on FIG. 6 fails to work,the point of force attack of the guiding magnet FM1 shifts towards theleft as shown on FIG. 6. With the arrangement according to FIG. 7, onthe contrary, no essential change would occur in case of a failure ofcontrol loop III, particularly if that part of the force which is causedby to the magnet poles which have failed is nearly entirely compensatedfor by increasing the winding currents in the magnet poles belonging tothe control loop IV.

If implemented in practice, the arrangement shown on FIG. 8 is roughlyobtained for the embodiment of FIG. 7. The travelling direction of themagnetic levitation vehicle 1 is designated by an arrow v, its nose orfront end with the reference numeral 40. Furthermore, some suspensionframe sections 41, 41 a, 41 b of the suspension frame 16 (FIG. 1) areshown in a roughly schematic view, arranged one behind the other in thelongitudinal direction of vehicle 1 and coupled via pneumatic springsnot shown, to the car body 17 of the magnetic levitation vehicle 1. Intheir longitudinal direction, the suspension frame sections 41, 41 a, 41b have supporting elements 44, 45 in form of frame parts that arearranged at a certain distance to each other and connected bylongitudinal girders 43, and that are provided with a front-end and arear-end supporting part 46, 47 or 48, 49 each. In the embodiment, theguiding magnet FM1 being on the front in travelling direction is soconnected to the suspension frame section 41 that its front end isconnected to the rear supporting part 47 of the front supporting element44, while its rear end is connected to the front supporting part 48 ofthe rear supporting element 45 in hinged arrangement, as is clearlyshown on FIG. 8. The next guiding magnet FM2 is usually connected at itsfront end to the rear supporting part 49 of the rear supporting element45 of the suspension frame section 41, and at its rear end it isconnected to the front supporting part 46 a of the front supportingelement 41 a of the suspension frame section 41 a following next intravelling direction. The arrangement as described hereinabove can becontinued along the whole magnetic levitation vehicle 1 from the nose tothe tail. However, preference is given to installing a braking magnet 50after the third guiding magnet FM3 along a section which corresponds tothe length of a guiding magnet, said braking magnet forming a zone beingfree from any guiding magnet and, for example, being part of aneddy-current brake which also cooperates with the guiding rail 8. Thus,at this location the engagement e.g. of guiding magnet FM3 at the rearsupporting part 49 a of supporting element 45 a is missing in the sameway as the front end supporting part 46 of the front supporting element44 in the nose area 40 is not coupled to a guiding magnet, because theguiding magnet FM1—viewed in the direction of travel—is also succeededby a zone free from a guiding magnet. The arrangement is similar on theright side as shown in FIG. 8, i.e. on the side lying behind the brakingmagnet 50 in the direction of travel. Moreover it is obvious that inFIG. 8 only one side, i.e. the left side of the magnetic levitationvehicle 1 in the direction of travel is shown and that on the right sidewhich is not visible in FIG. 8 there are corresponding guiding magnetsand other braking magnets, if any.

Apart hereof, FIG. 8 shows that the guiding magnet FM2, incorrespondence with the above description, is missing so that a gap 36is created there as shown in FIG. 7. The same is valid for the vehiclesection located to the right of braking magnet 50 as shown in FIG. 8.The non-existence of the guiding magnet FM2 or corresponding otherguiding magnets may be useful, e.g. whenever a guiding magnet accordingto FIG. 8 is situated between two suspension frame sections 41, 41 a orother vehicle sections where less requirements are requested from theforces to be applied by the guiding magnets. Guiding magnet FM2 in thisarea would therefore only lead to an actually not required surplussupply of windings. By omitting the guiding magnet FM2, no noticeableadverse effect on the guiding properties would be obtained. It isadvantageous, however, that roughly one third of the weight needed forthe guiding magnets and mainly resulting from their ferrous parts willbe saved in the arrangement shown in FIG. 8.

A problem resulting from the arrangement according to FIG. 8 is that anuneven introduction of forces into the suspension frame 16 (FIG. 1) willbe obtained. This results in yawing moments that are absorbed by thesuspension frame 16 and the car body 17 and/or the track (FIG. 1), butwhich might nevertheless be undesirable. With a magnetic levitationvehicle 1 having a central braking magnet 50 and three guiding magnetsFM1 to FM3 each located upstream and/or downstream thereof, a total ofeight load changes would result in each case, if the central guidingmagnets were missing i.e. two at the ends two of the magnetic levitationvehicle 1, two at each gap 36, and two each in the area of the brakingmagnet 50. This is not desired, particularly for magnetic levitationvehicles 1 riding at high speed, because of the forces exerted onto thetrack 3.

Therefore, according to another embodiment of the present inventionshown in FIGS. 9 and 10, a guiding magnet FM2 is again provided in thegap 36 according to FIGS. 7 and 8. However, in order to allow forsavings in weight as shown on FIGS. 7 and 8, a magnet arrangement 51 ofthis guiding magnet FM2 has a total of only four windings 52 to 55 lyingone behind the other and being expediently located in one and the samewinding plane. The ends of the guiding magnet FM2 are connected with thesupporting parts 49 and 46 a (FIG. 10) which remained free in theembodiment of FIG. 8. Moreover, two windings each are omitted in magnetarrangements 56, 57 of the adjacent two guiding magnets FM1 and FM3 ascompared with FIG. 7 and FIG. 8. At the first ends remote from guidingmagnet FM2, the magnet arrangements 56, 57 as shown in FIG. 7 have twopairs of windings 58 a , 58 b and 59 a, 59 b each, while at the secondend facing the guiding magnet FM2 they have two windings 60 a, 60 b and61 a, 61 b located in the same or in different plans, but one behind theother, and besides they have two blanks portions 62 and 63 each. Thewindings 60 a, 60 b and 61 a, 61 b each form a third pair of windings ofthe magnet arrangements 56 and 57 and are serially connected to anassigned control circuit III and VI, respectively. In a similar manner,two windings 52, 53 or 54, 55 of the guiding magnet FM2 lying one behindthe other are connected in pairs and in series to a control circuit IVor V each. The advantage thus obtained is that at particularly exposedareas characterized by magnet-free zones, e.g. in the areas borderingthe front end 40 and the braking magnet 50 of vehicle 1, two pairs ofwindings each diagonally connected analogously to FIG. 7 and FIG. 8 leadto a redundancy of the system in itself. In all less exposed areas lyingthere in between, the relevant adjacent pair of windings (e.g. 52, 53)must supply the required magnetic force in case of a failure of a pairof windings (e.g. 60 a, 60 b ) and/or of the pertinent control circuitand vice versa as shown in FIG. 6. The respective schematicrepresentation analogously to FIG. 6 and FIG. 7 is found in FIG. 9, withthe relevant gap sensors being indicated in FIG. 9 by an X and in FIG.10 by blanks 64.

The embodiment of FIG. 9 and FIG. 10 yields two essential advantages. Onthe one hand, the number of load changes per vehicle 1 is reduced byfour, while the weight of the guiding magnets as shown on FIG. 8 isreduced by approximately one third, because there are only 16 instead of24 windings which would be provided in the embodiment of FIG. 7 if thegap 36 were filled by complete guiding magnet FM2. It is further to benoted that with respect to the operating strength of track 3, the loadchanges at transitions from maximum load to zero load are far morecritical than they are at transitions from maximum load to half loadand/or reduced load, because the pre-tensioning is in principlecontinuously maintained in the latter case. The last mentioned loadchanges therefore remain disregarded in this contemplation. And it isclear that even two or more third magnet arrangements 51 may existbetween the two magnet arrangements 56, 57.

FIGS. 11 and 12 finally show an embodiment of the invention consideredbest at present. Here it has been considered that transitional areas 65between two sections 66, 67 of a magnetic levitation vehicle 1 coupledto each other and running one behind the other also form zones that arefree from guiding magnets and which lead to critical load changes. Forredundancy considerations, these transitional areas 65, when applyingthe embodiments of FIGS. 7 and 10, are usually treated as magnet-freezones in the same way as those areas bordering the nose area 40 or abraking magnet 50, respectively, i.e. two diagonally connected pairs ofwindings each (e.g. 58 or 59 in FIG. 10) are provided for there.Contrary, in the embodiment of FIG. 11 and FIG. 12 it is proposed toprovide a guiding magnet FM5 having a magnet arrangement 68 in everytransitional area 65, said magnet arrangement 68 having four windings 69to 72 lying one behind the other as in the magnet arrangement 51 (FIG.10). Accordingly, two windings each, e.g. 69 and 70, are arranged at therear end of the one section 66 and the other two windings, e.g. 71 and72, at the front end of the next section 67 and, for example, all ofthem are arranged in the same winding plane. Moreover, a guiding magnetFM6 bordering the rear end of the forerunning section 66 and one guidingmagnet FM7 bordering the front end of the trailing section 67 isprovided with magnet arrangements 73 and 74, respectively, which arealso merely composed of four windings lying one behind the other andpreferably arranged in the same winding plane, connected in pairsaccording to FIG. 11, and linked to assigned control circuits. Thus, itis achieved—without enhancing the weight as compared with FIG. 9 andFIG. 10—that there is a continuous, uninterrupted band of windings or acontinuous magnetic flow band between two hitherto magnet-free zones. Inthis band, the windings are located individually one behind the other,with the consequence that a constant break-off and new build-up of themagnetic flow is avoided and that load changes and moments to beconsidered can occur only where magnet-free zones are unavoidable as atthe beginning or end of a magnetic levitation vehicle or at the brakingmagnets. It is further clear that the arrangement described in FIGS. 9and 10 for the nose area 40 can also be provided in the tail area,particularly so if the magnetic levitation vehicle 1 is configuredsymmetrically to the vehicle centre and for movement in two oppositedirections. Moreover, it is advantageous that nearly all supportingparts of the suspension frame sections 41, 41 a etc. are connected to amagnet arrangement each.

With a particularly preferred embodiment example of the invention, thewindings and cores provided at the nose or tail of the magneticlevitation vehicle 1, e.g. 34 and 33 in FIG. 4, are longer than those inother areas of the magnetic levitation vehicle 1. This is done toconsider the circumstance that an increased demand for guiding forcesexists there during curve rides, depending on the direction of travel.

The invention is not limited to the embodiments described hereinabovethat can be modified in a plurality of ways. In particular, this appliesto the described shape of the cores and windings of the magnetarrangements and to the other configuration of the guiding magnets.Furthermore, in addition to the described magnet arrangements, it isalso possible to provide other and/or differently configured magnetarrangements, if they do not substantially affect the describedfunctions of the guiding magnet system. To this effect it is inprinciple sufficient to provide each magnet arrangement only with thedescribed windings. The length of the magnet arrangements measured inthe vehicle's longitudinal direction expediently is equal everywhere inaccordance with a preselected matrix (raster) length. Moreover, it isself-explanatory that the different features can also be applied incombinations other than those described and shown hereinabove.

1. A guiding magnet system for a magnetic levitation vehicle (1) havingat least one magnet arrangement (31, 56, 57) which comprises a core (33)extending in the vehicle's longitudinal direction between a first and asecond end, said core having at least two winding levels (planes) lyingone above the other for a plurality of windings (34, 58 to 61), whereinat the first end said magnet arrangement (31, 56, 57) is provided in atleast two of the winding levels with two windings each lying one behindthe other (34, 58 to 61) in such a manner that two windings lying onebehind the other in the vehicle's longitudinal direction and diagonallyabove each other and being connected in series, form one first and/orsecond pair of windings (e.g. 58 a, 58 b and/or 59 a, 59 b) each linkedto an assigned control circuit (18), characterized in that said magnetarrangement (31, 56, 57) at the second end has at least two windingswhich are arranged one behind the other in the vehicle's longitudinaldirection, are electrically connected in series and form a third pair ofwindings (e.g. 60 a, 60 b and/or 61 a, 61 b) that is connected to afurther assigned control circuit (18).
 2. A guiding magnet systemaccording to claim 1, characterized in that it has at least two suchmagnet arrangements (56, 57) each bordering a zone free from a guidingmagnet (e.g. 50) and facing each other with their second ends, and thatat least a third magnet arrangement (51) is provided between these twomagnet arrangements (56, 57) and comprises at least four windings each(52 to 55) lying one behind the other in the vehicle's longitudinaldirection, wherein two windings (52, 53 or 54, 55) lying immediately onebehind the other are electrically connected in series and linked to afurther assigned control circuit (18).
 3. A guiding magnet systemaccording to claim 1, characterized in that the magnet arrangements (31)at the second end are provided in at least two the winding levels withtwo windings each (34 a 3, 34 a 4 or 34 b 3, 34 b 4) lying one behindthe other in such a manner that two windings lying one behind the otherin the vehicle's longitudinal direction and diagonally one above theother are electrically connected in series and form one pair of windings(e.g. 34 a 3, 34 b 4 or 34 a 4, 34 b 3) connected to a further assignedcontrol circuit (18).
 4. A guiding magnet system according to claim 3,characterized in that in the vehicle's longitudinal direction aplurality of magnet arrangements (31) is so arranged one behind theother that a gap (36) exists between selected magnet arrangements (31).5. A guiding magnet system according to claim 4, characterized in thatthe gap (36) has a length that corresponds to the length of the magnetarrangements (31).
 6. A guiding magnet system according to claim 4,characterized in that the gaps (36) are covered by covering parts (37).7. A magnetic levitation vehicle having a guiding magnet systemcomprising at least one magnet arrangement (31, 56, 57), characterizedin that the guiding magnet system is configured according to claim
 1. 8.A magnetic levitation vehicle according to claim 7, characterized inthat in its middle area it has at least one zone (50) free of guidingmagnets and that only magnet arrangements (51, 56, 57) according toclaim 2 are provided between this zone (50) and a nose or a tail area(40) also forming a zone free of guiding magnets.
 9. A magneticlevitation vehicle according to claim 8, characterized in that the zones(50) free of guiding magnets are formed by intermediately arrangedbraking magnets.
 10. A magnetic levitation vehicle according to claim 7,characterized in that it has a zone (50) free of guiding magnets in amiddle area and that only magnet arrangements (31) according to any ofthe preceding claims 3 to 6 are provided between this zone (50) and anose or tail area (40) also forming a zone free of guiding magnets. 11.A magnetic levitation vehicle according to claim 7, characterized inthat it has at least two sections (66, 67) arranged one behind the otherin the vehicle's longitudinal direction, wherein transitional areas (65)between these sections (66, 67) each form a further zone free of guidingmagnets.
 12. A magnetic levitation vehicle according to claim 11,characterized in that a magnet arrangement (68) each, configured likethe third magnet arrangement (51) according to claim 2, is provided inthe transitional areas (65) between two sections (66, 67), said thirdmagnet arrangement (51) comprising at least four windings (69 to 72)arranged one behind the other in the vehicle's longitudinal direction.13. A magnetic levitation vehicle according to claim 12, characterizedin that it has only the nose and/or tail areas (40) and, if any, brakingmagnets (50) arranged there between to serve as zones free of guidingmagnets, wherein magnet arrangements (56, 57) according to claim 1border the zones free of guiding magnets, whereas only magnetarrangements (68) corresponding to the third magnet arrangements (51)are provided between the magnet arrangements (56, 57) including thetransitional areas (65) between the sections (66, 67).
 14. A magneticlevitation vehicle according to claim 12, characterized in that themagnet arrangements (56, 68, 57) between the nose and/or tail areas (40)form a continuous band of magnetic flux over the length of the vehicle,which band is interrupted, if at all, only by the braking magnets (50).15. A magnetic levitation vehicle according to claim 7, characterized inthat the magnet arrangements (31, 56, 57) bordering the nose and/or tailarea (40) are provided with windings and cores that are extended in thevehicle's longitudinal direction as compared with the other magnetarrangements.